Automatic semaphore signal system



10 Sheets-Sheet l INVENTORS DODEPT L. DOGKWELL July 17; .1923.

L. ROCKWELL ET AL AUTOMATIC ,SEMAPHORE SIGNAL SYSTEM Filed Jun 12 1918 gam ' ERNE5T a HOWE j BY ATTORNEY July 17, 1923. 462,248

' R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM Filed June 12,1918 1o Sheets-Sheet 5 v v -f T Y INVENTORS QODEQT' L. QOGKWELL ERNEST6. HOWE J QZB ATTORNEY Jul 17, 1923.

1,462,248 R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM I FiledJune 12, 1918 10 Sheets-Sheet 6 5b 200 v 600 INVENTORS r POQEDTLQOCKWELL ERNET cs. Hows ATTORNEY July 1151923 1462248 R. L. ROCKWELL ETAL AUTOMATIC SEMAPHORE SIGNAL SYSTEM w Filed June 112, 1918 1Sheets-Sheet '2 INVENTORS 640 905691" L. POGKELL ERNEST c7. HOWE.

I ATJ'ORNEY July 11 1923.

1.462.248 R. L. ROCKWELL ET AL V AUTOMATIC SEMAPHORE SIGNAL SYSTEM FiledJune 12, 1918 1 Sheets-Sheet a INVENTORS QODEQT L. @CKWELL EPNESTG.Howe:

BYZ- W ATTORNEY Jul 17, 1923. 1,462,248

R. L. ROCKWELL ET AL AUTOMATIC'SEMAPHORE SIGNAL SYSTEM Filed June 12,1918 10 Sheets-Sheet 9 zen-( 3) lOO 'INVENTORS 96659) L. wocxwcu.EJPHEST 6. How:

July 17, 1923. 1,462,248

R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM Filed June 121918 10 Sheets-Sheet l0 lNVENTOR-S 900cm- L. Qocacwcu. Elem-2ST a How:

J ATTORNEY Patented July 1?, 1923.

parties, stars Leaflet. I

earner ROBERT L. HOCKXVELL AND ERNEST G. HOWE, OF SEATTLE, WASHING-TON,

assrenos-s.

BY- IVEESNE ASSIGNIlEENIS, TO ERNEST HO'XVE, TRUSTEE, 013 SEATTLE, WASH-INGTON.

AUTOM'ATIC SEMAPHORE'SIGNAL SYSTEM.

Application filed June 12, 1918. Serial No. 239,573.

T 0 all to how it may concern Be it known that we, Roxanna L. Roon- WELLand ERNEST Hows, citizens of the United States, residing at Seattle, inthe county of King and State of lVashington, have invented. a new anduseful Improve nient in Automatic e-maphore Signal Eye terns, of whichthe following is a. specification.

This invention relates to new and useful improvements in electricallyoperated semaphore signal systems intended to control the movement oi?cars or trains along a double or single track railway, beingparticularly applicable to mono-rail railway construction.

The object of this improvement is to provide a signal system that isentirely electrically independent of the track, thereby making itapplicable to railways using either steam. compressed air, direct oralternating electric current, or other sources of motive power.

A. urther object resides in the provision of a semaphore signal systemadapted to actuate an automatic train stop mechanism should the dangersemaphore indications be disregarded for any reason. still furtherobject resides in the simplicity oi' construction and comparatively lowinstallation cost, yet embodying positiveness and reliability inoperatlon.

A still further object contemplates all semaphore arms being normallyset to danger, thus requiring the car or train to effect clearindications before such car or train can proceed past the severalsemaphore stations.

An additional object is to provide for the control of a multiplicity ofsemaphore stations by a single primary circuit relay in turn controlledby the operation of two current reversing switches to be actuated bycars or train operating within the signalized section of track.

A. final object is to eii'ect danger indications of semaphore stationson either side o1- movable track sections whenever such track sectionsare not in the proper operating position and securely locked in place.

The invention consists in the novel construction, adaptation andcombination of parts as will be more fully described in the followingspecification, illustrated in the accompanying drawings, and finallypoint v ed out in the appended claims.

In the drawings, Figures 1, 2, 3, 4, 5, 6, I

f and 8 are elementary diagrams of a signalized section of track and theelectrical circuits employed to efi'ect the semaphore positionsindicated for the various'car positions shown.

Fig. 9 is a diagram showing the method of windingv the differentialrelays used in this system. v I

Fig. 10 is a diagram showing the mechanical arrangement required tooperate one of the battery reversing switches.

Fig. 11 is a section taken along line DD oi? Fig. 10 to show therelation between particular parts of the reversing switchoperaoingmechanism.

Fig. 12 is a side elevation showing the i type oicar, and its supportingstructure to which this system of semaphores 'larly applicable. I v

Fig. 13 1S plan view of one of the trucks is particuof such a. carshowing the arrangenient of air-brake rods and levers.

Fig. 1a is a diagram of the air-brake mechanism, automatic stopequipment and the arrangement of the battery reversing switch and thedevice mounted on the car to actuate it. v i

Figs. 15,16, 17, 18, 19, 20, 21 and 22 are diagrams showing moreparticularly the detail electrical connections that may be used toeffect the semaphore indications for various positions of a proceedingalong a signalized sect-ion of track.

Figs. 23 and 2e relate to semaphore arm indications and the electricalcircuits used when one car follows another through such a signalizedsection.

Figs. 25 andQG are diagrams of semaphore arm positions and theelectrical .circuits employed when controlling a plurality of semaphorestations. from single battery reversing switch and primary circuitrelay. Figs. 2( and 28 are diagrams showing particularly the relativepositions of bat tery reversing switches and semaphore stations and theelectrical circuits involved a the ends of the signal system.

Figs. 29 and 30 are track and electric circuit diagrams showingsemaphore indications and a circuit auxiliary to the signal systemproper required to produce the danger signals indicated when movabletrack sections are in dangerous positions.

Referring more particularly to the drawings, the fundamental physicalarrangement of the system contemplates all semaphores at dangerposition, as shown in F ig. 1, when there are no trains on thesignalized sections of the track, hence a car entering the electrifiedsection must clear its way in order to proceed. This is done byreversing the terminals of the various batteries in a socalled primaryrelay circuit by means of suitably constructed battery reversingswitches indicated in Fig. 1 by numbers h 0, 280, 380, 180 and 580. Thisfigure indicates a complete system, consisting of five semaphorestations and a corresponding number of battery stations in the primaryrelay circuit. The car is shown in the act of reversing the firstbattery by means of switch 180. This will immediately clear semaphores100 and 200, as shown in Fig. 3. The car can then proceed past semaphorestation 100 and continue its travel toward semaphore station 200, whichalso indicates clear. operates reversing switch 280, which movessemaphore 100 to danger, keeps semaphore 200 at clear and clearssemaphore 800 as indicated in Fig. 5. The semaphore positions aresuchthat the car is at liberty to either proceed in the original directionor back past semaphore station 200, in which event it would reversbattery switch 280 and the semaphore positions would again be asindicated in Fig. 3. As Fig. 5 indicates, while proceeding through theelectrified sections, if noother cars are within a pre scribed distance,the car will have a clear signal in front of it and a clear signalbehind it, which gives it full liberty of motion in either direction. Incase another car was moving between semaphore stations 3G0 and 400. thecar sighted, upon passing semaphore station 200 and reversing switch280, will give semaphore positions as indicated in Fig. 7,semaphorestation 300 being at danger, while semaphore station 200 is atclear. The leading car in this case has a clear signal at station 400but a danger signal at station 300; therefore the leading car is atliberty to proceed on its'way along the track. The following car,however, cannot pass station 300 because of the automatic stop levers340 being set in such a position that it will effect the shutting off ofmotive power and the setting of air and electric brakes in case thesignal be disregarded by the following car. It is intended that thiselementary system shall be used only for double track systems or asystem of the loop, type where cars operate only in one direction. Thesystem, however, may be modified by a few additions, so that it isapplicable to track sections on which cars are operating in bothdirections. These additions will be hereinafter more fully clescribed.It now remains to show how these various semaphore positions areobtained for the car positions indicated in Figs. 1, 3. 5 and 7. Theelectrical connections required to bring about the desired operation ofthe signals are shown in Figs. 2. t, G and 8.

Referring to Fig. 52, it will be noticed that the primary relay circuitprovides a series of closed electrical circuits, consisting of a numberof batteries 2]., 22, 23, 24 and 25, relay windings 71, ll, 32, as, 83,43, Se and '72 and comiecting wires 51, 52, 53, 54, 60, (3'1. 62, (33,64 and 65. Fig. 1 shows the car about to operate a device 180 whosefunction is to reverse battery 21 of Fig. 2. It will be noticed alsothat although the various circuits composing the primary relay circuitare complete in every detail electrically, no current will flow if theelectromotive force of each battery is the same. The first of these.circuits comprises battery 21, battery 22, differential relay windingall, simply relay winding 71 andconnecting wires 51" 6 and 61. It isevident that with the present connections no current can flow in thiscircuit and, therefore, the relay armature 103 and 203 of semaphorestations 100 and 200 are held by gravity against the lower contactswhich will give in all cases the danger indication for their respectivesemaphores.

in this primary relay circuit for instance, the current in amperes Iisgiven by the well known formula: 1 equals E divided by where theeffective electromotive force E is always the algebraic sum of all theE. M. Fs acting in the circuit, and the total resistance it includes theinternal resistance of the batteries themselves, that of the relaywindings and of the line wires between the st tions. Since batteries 21and 22 in Fig. 1 are opposing each other in their efforts to forcecurrent through the circuit described. it is evident that in this case Eis equal to Zero in the above formula; therefore, the current must alsobe zero. With no current tlowng through the relay windings, gravityholds the relay armatures 103 and 203 against the lower contacts, whichcompletes the local motor circuits for moving the semaphore from theclear to the danger position, as will be described later.

An important feature of this system is the arrangement of the relaywindings to the various battery stations. It will be not-iced that thefirst relay in order from left to right whose winding is indicated by 71and armature by 103, is of the simple type. This relay is located atsemaphore station which is a considerable distance in the ditill tery 22will be to the two windings as shown in Fig. 9 which, however, isnumbered to correspond to semaphore station 300. Y After reversingbattery 21, it will be noticed in Fig. 1 that current will flow betweenbattery stations 21 and 22 through the following devices; battery 21,connecting wire 60, relay winding? 1, connecting wire 61, relay winding41, battery 22 and connecting wire 51, back to the negative terminal ofbattery 21. The arrows indicate the direction of current flow. Thisflowof current energizes relay winding 71 andone winding 11 of thedifferential relay at station 200. The design of this relay is such thatwith this current flow through the single wind-v ing 41, 'suilicientmagnetization is produced to raise the armature 203 to the uppercontact. It will be noticed that with the limit switches 109 and 209 inthe positions indicated in Fig.2, that when-relay armatures 103 and 203are raised current'will flowv from I Y the semaphore station batteries101 and 201 as follows: At station 100 from battery 101, through relayarmature 108, motorfield winding 106, limit switch109, motor armature113, back to the negative terminal or battery 101. At station 200 thecurrent flow is from battery 201, through relay armature 203, field coil206, limit switch 209, motor armature 213, to the negative terminal ofbattery 201. The resultingrotation of armature 113 and 213 is such ineach case that the semaphore arms 100 and 200 will be moved to the clearposition. ,The result is that as the car leaves battery station 21 andapproaches semaphore station 100 it finds upon arriving" at thatsemaphore station'a clear signal which .indicates that it may proceed tothe next station'or at least within sight or the next semaphore insafety. In passing semaphore station 200, batreversed by means ofreversing switch 380, leaving the circuits in the condition indicated inFig. 6. With battery 22 reversech-th'e first circuit between batteries21 and 22 above referred to will have an effective electromotive forceequal to zero because batteries'21 and 22 are again opposing each other;therefore, no current willflow in that circuit and relay windings 71 and11 allow armatures 103 and 203' to drop to the lower contacts. Thisreally takes place at station 100 but at station 200 it will be noticedthat relay coil 32 is now effective in magnetizing the core and holdingarmature 203 against the upper contact,'there-, fore, maintainingsemaphore 200 in the clear position. At station 100, however, whenarmature 103 is' moved by gravity against the lower contact, currentwillflow from battery 101 through relay armature 103, field coil 117, limitswitch 109, armature 113, backto, the negative terminal of battery 101.It must be remembered that limit switch 109, during this process, is inthe position indicated in Fig. 1. As soon as the semaphore is set to thedanger position the limit switch is automatically thrown from the uppercontactto the lower contact,"which stops the motor and provides anothercircuit through field coil 106, armature 113,- limit switch 109, relayarmature 103 and battery 101 whenever relay coil 71 is again magnetized.fit is to beobserved that as the magnetizmg of the core, required tohold armature 203 ina raised position is sh'ifted from:

'coilllto coil 32by the reversing ol battery 22, theipolarity ofmagnetization of the core is still in the original directionthat is,

using Fig. 9 to representfthe electrical cir- 1 cuts with battery 22 inthe original position and coil '41 producing the magnetizing action, thepolarity of the coil, according to the well known Right Hand Rule, willbe at the lower end and N the uppeiu Upon-reversing battery 22, whichgives zero current: in coil 4:1 and, lull current in coil 32, thepolarity of magnetization is still S at'the bottom and N at the top.lt'is evident thenthat there is no chance for hysteretie lag in themagnetization of the coil. which might be disadvantage incase itwasnecessary to reverse the polarity as the inagnetizing action waschanged from one relay coil to the other. t is also evident that in thecase of highly inductive circuit this maintenance ofthe originalpolaritywould allow an appreciable time for current to build up in thenew circuit still maintaining the armature in the raised position, whichis a desirable feature in the operation 01" a device upon which so muchdepends. With a second car between semaphore stations 300 and 100 it-isevidentthat before this second car entered the signalized section oftrack the batteries were all connected rel ative to the line wires, asshown in Fig. 8 at battery station 24., As this car proceededfromstation to station'it reversed the several batteries, viz: 21, 22and 23 in order, leaw ing them in the position indicated in Fig. 2.Asthe car, the travel of which we have been discussingfrom stat on tostation, passes station 200, re ers1ng bat ery 22 by means of switch280,two circuits are eiliective in the primary relay circuit to produce 1the clear signal at semaphore station 200,,

danger at 300 "and clear at 100 shown F] 8. Thefirst circuit coinpr sbattery winding battery 23, connecting wire 5 1 back to the negative to*minal of ba l 2 The magnetization of co raises relay ar-i 12o relaywinding 32," connecting wire 62, relay 1 i that station.

400. -At semaphore station 300 it will be noticed that the current fromthese two circuits n'iagnetizes the iron core by coil a2 for onepolarity and by coil 33 for the opposite polarity. The result is zeroeffective mag netization of the core, and armature 303 is allowed todrop to the lower contact which we have shown in all cases will producea danger indication of the semaphore arm at Referring to Fig. 9, whichis intended to convey these principles more clearly, it will be noticedthat the conductors comprising coils 42 and 33 are woundaround the coreafter first being laid side by side The result .of this arran ement issuch that the masmetizing action produced by one coil is almostperfectly neutralized by the mag,

netizing action of the other coil which is in thereverse direction. Inthis figure the re lay contacts 301 and 319 are shown consisting ofspring brass tipped with silver. The corresponding contact pads onarmature 303 are also of s lver. In making contact in either directionthe result is a slightscraping action between the contacts, whichinsures good electrical connection. This is standard practice forcircuits of this nature and is not original, hence forms no part of thisinvention.

.ln this system it will be noticed that the successful operation of thesystem will depend upon the effectiveness of the'switch, the function ofwhich is to reverse the battery at the various battery stations as thecar proceeds along the track. In Fig. 10 is shown in diagram a switch ofthis nature. In Fig. 14 is shown the relative position of the switch andthe operating device 78 on the car truck 79 which throws lever 3 of Fig.10 in either direction, depending upon the direction of motionof thecar. The'device 78 on the car will be referred to as an impact shoe, theconstruction of which forms the subject 'of a copending application ofeven date. The design of this shoe is such that it will insure, withoutunnecessary shoclr or to the reversing switch, a C01 plete movement theoperating lever 3 for either direction of motion of the car irrespectiveof the loading of the car and, therefore, the height of the truck frame7 9 above the reversing switch. This is necessary because the truckframe 79 will assume different relative positions for different loads onthe car platform due to the compressing of the truck springs. Thecombination of impact shoe and reversing switch as indicated requiresthat the battery be completely reversed in the electrical circuit ofwhich it forms part by a movement of the oper ating lever 3 of about 45in either direction. This is made possible by means of the arrangementof contact segments 15, 16, 17 and 1S, and contact fingers 7, 8, 9 and10.

Tracing the electrical connection shown in Fig. 10, the current flowwill be from the positive terminal ofbattery 22, through wire 1, contactlinger 9, contact segment 17, contact finger l0, connecting wire 4-,coil 32, wire 3, contact finger 8, contact segment 16, contact finger 7,wire 2, back to the negative terminal of battery 22. Upon actuating thisswitch 45 tothe right, as indicated in Fig. 10 by the dotted outline ofthe reversing lever 3, each of the contact segments 1o, 17 and 18 willbe moved-l5 from their preseit position to the right. The resultrtcontact SGfeTfiQii ii 16 connects contact and 9 electrically whilecontact and 10 are connected by contact s l5 and 17 and connecting wire5. The current flowthrough coil 32 was previously from left to right.With this'new position f the reversing switch segments the current flowwill be from battery 22, through 1,9, 16, 8, 3, to the right terminal ofcoil 32, through coil 32 from right through 4 10, 1, 5, l5, '7 and 2,back to the negative terminal of battery 22. It is evident that if lever3 be actuated again to the right that contact segment 15 would thenoccupy the same position as contact segment 16 occupiesin 10 and,therefore, the current flow throtgh coil 32 would be from left to right,the reverse of its former direction. This shows that the device effectsone reversal of the battery electrically for each operation of thereversing lever 3 from the vertical to the extreme right position. lViththe reversing switch set, as shown in Fig. 10,

corresponding to current flow through coil 32 from left to right, ifoperating lever 3 be moved 45 to the left, contact segment .14 willconnect electrically contact fingers -8 and 9 and contact fingers 7 and10 will be connected by contact segments 16, wire. 6,

and contactsegments 18. The current flow.

will then. be from the positive terminal of battery 22, through 1,- 9,l7, 3, 3, to the right terminal of coil 32, through coil 32 from rightto left, then through 4:, 10, 18, 6, 16. 7 and 2 hack to the negativeterminal of battery 4. 2. If the operating lever 3 is again moved 4-5 tothe left, segment 18 will connect contact fingers 9 and 10 and segment17 will connect contact lingers 7 and 8. The

current flow will then be from the positive terminal of battery 22,through 1, 9, l8, 10, l, 32, 3, 8, 17, 7, and 2, back to the negativeterminal of battery 22, giving current flow from left to right throughcoil 32 or in the reverse direction previously taken by the current. Itis evident that coil 32 may be any electrical equipment whatever. Inthis case it would be one of the relay windings included in theprimaryrelay circuit. From this discussion'it is evident that wheneverthe operating lever 3 is moved in either direction it effects onereversal of the battery to left, then i Jun llU

with reference to the electrical equipment it is supplying current to.It remains to describe'more fully the mechanical operation of thisswitch.

Fig. 10 is not intended to represent a complete mechanical contrivancebut is intended to show in diagram the various mechanical elements whichare deemed necessary for the satisfactory operation of the batteryreversing switch proper. Mounted rigidly upon a common shaft 14: are

First, the reversing switch itself, consisting of contact segments l5,l6, l7 and 18 electrically connected as shown by conductors 5 and 6.These segments are suppor ed by a disk of insulating material whichprovides intervals of insulation 11 between the several contact segmentsinsulating the contact segments from each other and from the shaft.These intervals of insulation are provided. of liberal proportions toeliminate the short circuiting of the battery each time the switch isoperated 45 to the right or left for it is evident that a movement of225 in either direction from the position shown will result in placingcontact fingers 7 and 9, which are connected to the terminals of thebattery, directly in the center of the insulating intervals betweensegments. If

this insulating interval is not sufficient to prevent contact fingers 7and 9 from making contact with any single segment, such as 16, for amovement to the right from the position in Fig. 10, or segment 16,contact finger 8, and segment 17, for movement to the left, the batterywould be short circuited every time it is reversed in the circuit ofwhich it forms a part. The result would be not only a uselessconsumption of electrical energy but excessive wear due to sparking ateach point where the short circuit, would be open. With the arrangementshown, this objectionable feature is eliminated while the switch itselfloses nothing in effectiveness.

. Second, a spacing wheel 22 provided with eight projections and,therefore, eight intervals. This wheel is used to effect acorn pletcdefinite movement of the reversing switch proper either to the right .orto the left. If for any reason the operating lever 3 should move throughan angle less than 45 and more than-say 25, the spacing wheel with itsattachment will complete the 45 movement required for the successfuloperation of the switch. This is made possible by means of theattachment shownconsisting of an arm 28 working around a fixed pivotalpoint- 29, which supports at its other extremitya roller 23' bymeans ofpin 24. This end of the lever may be forked to more convenientlyaccommodate the roller, and it is the intention of the diagraniterepresent such a combination. The roller is held firmly against thespacing wheel by means of the double helical spring 25 which is incompression between the rigid support 26 andlever '28. 27' is apinpivoted at its lever end and passing through the fixed support 26' tokeep the spring while pawl 5 which is also supported by pin 6,

Spring 4' supported at itscenter by lever 3 serves to keep pawls 5 and 5in mesh withtheir respective ratchets. In order to.

turn the shaft 4e5 say to the left, and let it remain there, in usingthis device it 1s necessary that pawl 5 be kept from engaging theratchet projection near whichit is shown in the diagram, when the lever3returns to the vertical position. This iseffected by means of a plate 9rigidlyfixedto the supporting frame and held betweenthe arc of travel ofpawl 5 and the ratchet wheel. 8' which it engages. A similar plate 9 isheld between the arc of travel of pawl 5' and ratchet wheel 7 which itengages. lVith this arrangement it is evident that operating lever 3'moves from the vertical.

position to the left, the pawl v5. will engage ratchet 7 and the shaft14 will be ro-.

tated through'the required 45 During this movement of the arm 3',plate-9 will ralse pawl 5" clear of the ratchet wheelso that on thereturn of arm 3 to thevertical position it will be kept from engagingthe ratchet projection opposite, which isshown in the diagram, and willengage the next one in order to the right when'the lever 3' returns tothe vertical position. In case the arm is moved to the right, asindicated by the clotted outline in .Fig, 10, pawl 5 will be preventedfrom engagingtheratchet projection directly under it by plate 9 whenlever 8 returns to the verticalposition.

Fig. llis atop view, showing the relative positions for pawls 5 and 5,ratchets 7 and 8. and plat-es 9 and 9; The object of rollerl. supportedby pin 2 at the free end of arm 3, which is forked to receive it, is toprevent unnecessary wear and'tear of thispart of the signal equipmentwhilebeing operated by the impact ofshoe 78 of Fig. 14L. 7 f

Lever arm 3 is arranged to rotate'about shaft i l and is not rigidlyconnected to-it.

.In order to keep arm 3 in a vertical position at all times so that thedevice is operative in elther d1rect1on,;1t1s necessary that some devicehe provided which w1l1 return of two helical springs 19 in compressionbetween the support 20 and the shoulder o" the guide pin 18 pivoted atits upper ex tremity by pin 17 which passes through. arm

15. It will be seen from this arrangement that when lever 3' is moved tothe right, lcver 15 will be forced at its tree end vertically downwardby means of the wing-like projection 13". which results in still greatercompression of spring 19. lVhen lever 8' is released it is evident thatthe curved edge of projection 13 will serve in conjunction with lever 15and spring 19 to return lever 3 to the vertical position. When the levis operated to the left, projection 13 performs a similar service.

The automatic emergency equipment to work in conjunction with thissystem of sig nals and stop levers provided at each semaphore stationmay consist of any combination that can be operated by the automaticstop levers to effect a stoppage of the car in case it proceeds past asemaphore station set at danger. A combination for accomplishing thisresult may consist essentially of an electrically re-set air valve andelec tric switch mounted on one or" the trucks 0teach car or train toeffect the shutting oii of motive power and the setting of air andelectro nagnet brakes whenever the operating handle of the combinationvalve-switch engages an automatic stop lever placed on each side of thetrackat each semaphore station and. controlled mechanically by thesemaphore operating mechanism. The arrangement is such that theoperating handle of the combination valve-switch will engage one of theautomatic stop levers of a sema phore station set at danger should thecar for any reason attempt to pass such a station.

At all semaphore stations indicating clear the operating mechanism willplace the automatic stop levers in such a position that they cannotengage the operating handle of the combination valve-switch, hence inpass ing such a station the automatic emergency equipment is noteffected.

Such an arrangement is shown diagrammatically in Figs. 13 and l4- foruse on a car of the mono-rail type shown in Fig. 12. Fig. 14 is intendedto show in diagram an automatic emergency equipment to operate inconjunction With this system oi signals and stop levers. The equipmentconsists essentially out an air valve 12 having operating handle 14projecting normally vertically downward, a circuit closing disk swi h19, circuit breaker trip coil 20, circuit closing switch 30, and valveresetting electromagnet 81. it will be observed that handle 1.4: ofvalve :2 will engage lever 240 it the movementof the car is to the left,thereby turning handle 14 to the right. hen this is done a passage forthe compressed air stored in reservoir line 35 is allowed to escapecomparatively slowly through pressure regulating valve 86 until thepressure in the reservoir line has been reduced to such a value that themoving element of emergency valve 38 will connect brake cylinder 39 withthe compressed air reservoir 40 by means of pipes 44- and The amount ofopening provided by emergencyvalve 38 is. to a certain extent, inverselyroportional to the pressure in reservoir line 35. Hence if the pressureregulating valve 36 has been previously set correctly, the pressure inreservoir line will decrease to that value, at which air will flow intobrake cylinder 39 at such a rate as to best effect the stoj'ipage ot thecar or train by means of the air brake equipment. Pressure regulatingvalve 36 is essentially a so called safety valve provided with asuitable means for obtaining a fine adjustment of the pressure at whichit will allow air to escape through it to the atmosphere. It is intendedthat the diagram representing the air brake equipment in Fig. 14 shallrepresent what is known the emergency straight air brake system. 13 is atop view of truck 69 showing" the connection between rods 7). 73 and 7made by means of lovers 7% and 77.

The mechanical equipment of valve 12 is such that whenever handle 14 isoperated either to the right or left. the disk switch 19 will. close twoelectric circuits. The first or these is from wire 46 on the motor sideof the main circuit breaker 47 through sole noid 20, wire 48, smallcontact disk oi switch 19, to the vtrame ot' the car, and from thence tothe rails through which the current returns t the source. The second isfrom Wire 4:9 coiuiected directly to the trolley, or Contact shoe, ithird rail is used. through wire at), electrou' agcet brake .55, wirethri'iurz'h the lars. contact disk of switch 19 to the frame of the car,tl'iencc to the rails and back to the smirce oi s The dist c rcuitallows current to cr me coil 20, which raises the iron plunger which inturn iJI circuit bre her i.. thus turning off current to the motors useddrive the car. The second energires the elc'diroinaQ'nct brake 5:? whichopera cs 1. conjuuwon with, or in a dition to, the air brakes'Z'S'originally provided. It

lied upon to bring the car to a stop in cases of emergency.

Before the car. can brought to a stop by the emergency equipment, thetwo electric circuits mentioned must be opened by. means of switch 19,andv handle 14. of valve 12 must be returned to the vertical position.This isefi ected 'by means, of third electric circuit from wire e9throughswitch 30, 58, electromagnet 31 to the frame of the car andthence baclr to the source of supply. W hen electromagnetBl isenergized. switch 19 is opened and, handle 14.- returned to the verticalpositionifturned to the right or left". The last named circuit iscompleteonly while. switch is held closed. After opening switch andre-setting valve 12 by momentarily closing switch 30, theHlOiZOlflfnilIL with con troller handle placed in the of: position canthen re-set circuit breaker 4-7. He may then release the air brakes bymoving the handle of his air valve 59 tothe eme ency release position.In this position, valve 59 connects reservoir line through pipe to themain air reservoir 40, thus restoring pres-- sure in reservoir line 35.which. pressure then forces the moving element of emergency valve 38 insuch a position. that brave cylinder 39 is connected to train line 67through pipes 425 and 68. With. the mans air valve 59 in the emergencyposition, the train line is openedto mospher' thereby releasing therelease the at brakes.

The car may then proceed as before.

The automatic stop levers, one 01" which is indicated by 240 in 1e, arearranged one on each side'ot' the track so that only one set oiemergency equipment, as previously described, is required per car ortrain. In case the car was to operate end for end in either directionalong the track, the automatic stop lever onthe opposite side of thetrack, instead of lever 240 of Fig. 14;, would engage valve handle 14,thus insuring a stoppage of the car under emergency condis tions nomatter on which side of the car the valve 12 and switch 19 may. bemounted.

Referring to the "signal system, all figures except 12. lilyand 14. thenumbers below100 indicate similar parts at each of the several stations.The digit or digits in the hundreds position of the designating numeralsindicate the station to which that part be longs. For instance.referring to Fig. 16, 201 is a local semaphore battery for semaphorestation-200. while 301 isthe local semaphore battery forfsemaphorestation 300. and 4:01 is the local semaphore battery for semaphorestation 400. I lnktlns figure,

shown in Fig. 1%.

proceed atter being levers referred to with moto'r- 2 1 0 are theautomatic stop levers which are indicateddiagrammatically, one ofwhichis points for these levers indicated by 2&2 in

Fig. 142. 239 and 235 are rods for actuating these levers, one or" whichis indicated by 239m Fig. 14.. A third lever 232 pivoted at 283 worksthrough these rods to set the automatic stop'levers to either the clearor danger position. Rods 231 and 237. in con junction with bell crank229. wnich is pivoted at 228. serve to'connect the system of rank pin224 mounted on a sprocket wheel 22-3 forming part of the semaphoreoperating mecl anism. This arrangementprovides a danger posi- 2 l2 and237 are pivotal tion of the automatic stop levers by placing: v

the stop levers in the vertical position; lVhen the semaphore mechanismis operated to give a clear indication of the semaphore, these leversare rotated about their pivotal points in an. outward direction from thetrack so that the operating handle 14 of valve 12 in. Fig. 1d willbeunable to engage either one of the levers' As areviously stated, thesemaphore arm 200 is actuated by means of an electric motor through are;

liable mechanical drive train such as train of gears, or sprocket and.chain, or combinetion of the two. These simple diagrams, as 16. indicatea sproclzet 22l, sprocket chain 222 and sprocket wheel 223 to effectmechanical connection between the proper the motor "and the semaphoreoperating mechanism. The semaphore arm itself 200 is pivoted at 226.At-one end 230itis shown connected by rod v225 to the crank on thesprocket wheel 224:. p when crank 22d is in the higher position, thesemaphore arm. is'dropped to-, ive clear It isthus'seen that indication,while levers 227, 231, and.

239. bell crank 229 and the pivoted lever 232 place the automatic stoplevers in the indicated clear position as shown for this scmaphorestation. This tormsa' simple androliable connection between these twovery'imnor-tent elements of the system and there is little chance of thesemaphore indicating" one condition when the automatic stops are set fora contrary condition of the track ahead of the movingcar.

Figs; 2, 4:. G and '8 illustrate the fundamental electriccircuitsinvolved to bring about various semaphore positions as'indicatedin Figs. 1, 3, .5 and 7, respectively.- I

15, 1.7. 19. 21 and 23 correspond re-,

snectively to stations 200. 300' and 400 of Figfsl, 3. 5, and 7. whileFigs16, 18. 20. 22 and 24 show'the electrical connections actually used.in the primary relay and semaphore stationcircuitsfor the casespreviously citedf For the position of the car indicated in that isbetween semaphore stations 100 and 200 with the car ap: preachingstationf200, the circuit energized and ll. The result is a clear signalin front ot the car due to relay armature 203 being" raised bythemagnetization of the relay core by coil As has previously been shown,whenever the primary relay armature connects with the upper contact204:, the result is a ole: semaphore station with the automatic stoplevers in the outward position that the lancrgen alve of Fig". l4mounted on the side of the car will not be engaged as the car aassesthat station. In Fig. 17 the. car has actuated reversing switch 280 inpassing semaphore station 200 and is approaching semaphore station 300.The operation oi reversingswitch 280 shifts the effective primary relaycircuit from between stations 100 and 200 to between stations 200 and300. The new circuit consists of battery 22, reversing switch 280 relaywinding- 32, wire G2,.relay winding 42. re versing switch 380, batteryand wire 52. The result is the raising of relay armature 303 to the topcontact 304 at station 800 and the maintaining still of relay armature203 against contact 2041., these relay armature vositions giving clearsemaphore si nals. In each of the cases cited arrows indicate thedirection of current flow through the primary relay circuits. The arrowsare omitted in all circuits which are not carry ing' current.

Fig. 19 is a continuation of 17 used to show the electrical circuitsinvolved for a new position of the car which is now between semaphorestations 300 and 400. By Fig. 20 it will be seen that the previouscircuit effective between semaphore stations is now dead electricallyand. a. new circuit is provided between semaphore stations 300 and 400consisting of battery 23, reverse switch 380, relay coil 33, wire 63,relay coil 43. reversing switch 480. battery 24 and wire 53. Fig. 21indicates that the car has let't the section of track between stations300 and e00 and has reversed battery 24 by means of reversing switch480. The result is that the primary relay circuit just described is nowineffective because of the direction of the electromotive forces due tobatteries 23 and 24. A new circuit however, is provided, consisting; 0tbattery as, reversing switch 480, relay coil 34-. wire 64-. relay coil72. Fig. 1. wire 65, battery 25 and wire 54. This results in the placingto danger of all semaphores other than those between which the car isoperating. Tn fact we can see that as the car proceeds along asignalized section of track that it maintains two and two only of thesemaphores in the clear position. These semaphores are lo cated one infront or and the other behind the car. As the car leaves the electri-.

fied section of track under discussion, switch 580 will be operated,which reverses battery 25, thereby making the electroinotive force ofbattery 25 oppose that of battery 2-l. The result is zero current flowthe drop ping of relay armatures 4&8 and503 to the lower contacts whicheffects danger indications oi the respective semaphore arms.

Fig. 23 is merely a reproduction or Fig. 7. Fig. 24- shows the completeprimary relay circuit connections required to effect the indicatedsemaphore positions. The arrows indicate the direction of current flowthrough the two circuits involved.

Where trains are required to operate in opposite directions over thesame track sections, using turnouts or side. tracks at intervals alonethe main line, it is necessary that the semaphore stations be so placedand operated that when two cars approaching each other come withindangerous proximity of one another there will be two semaphore stationseffective between the approaching trains or cars. The distance betweenthese stations must be such that un der the most unfavorablecircumstances it will be impossible for the two cars to collide. This iseffected in this system by the use of soecalled secondary relaycircuits, and the simultaneous operation of two or more semaphorestations in conjunction with each primary relay battery station andreversing; switch, there being in all cases a reversing switch for eachprimary relay circuit battery.

Fig. 25 is intended to indicate the most unfavorable condition ofoperation; namely, two cars approaching each other at exactly the samespeed. Both have actuated the battery reversing switches last passed atthe same instant. As the diagram indicates, semaphore stations 800 and900 are at danger. Both will be stopped automatically should theyattempt to pass these stations. The distance between stations would beample to bring the cars to a complete stop before they can collide. Fig.26 shows in detail the electrical connections required to make thisarrangement of the semaphore stations possible. It will be noticed thatthe battery reversingswitches are no longer placed at the semaphorestations but are midway between the two semaphores controlled from there spective primary circuit relay. For instance, reversing switch. 880is mid-way be tween semaphores 800 and 900. The diagram shows that whenthe current flow is as indicated, due to the reversing of batteries 26and 28 relati e to battery 27, relay armature v113 is in the closedposition, resulting in the energizing of the simple relay coil 115,which in turn raises arn'iature 703 against contact 704, giving a clearsignal for that semaphore. The station preceding is also at the clearposition because the simple relay controlling that station is inparallel with the one described. It will be noticed that the onlyaddition in this, ar-' to the negative terminal of battery 117.

This constitutes a circuit complete in itself in every detail. It willbe noticed that instead of the primary relay armature controlling theposition of the semaphorearm by closing the different local semaphorecircuits, these circuits are now controlledby a simple relay ateachsemaphore station which in turn are controlled by the primary.circuit relay located at the battery reversing switch between thesemaphore stations. Primary relay armature 118 is in the opened positionbecause the primary relaycircuits are energized as indicated by thearrows.

The result of course isthat the simple, relay armature803 and903 atsemaphore stations 800 and 900 respectively are allowed to drop to lowercontacts 819 and 919, which results in a-danger indication vof thesemaphore arms as previously .dlescribed.. Between semaphore stations1000 and 1100 of Fig.

26 is shown a secondary relay circuit energized-by the same battery that1s used to energize the primary relay circuit. This is permissible sincethe two circuits are in no way connected electrically except through.the battery which supplies :current to both.

The arrangement shown, however, is that of a series circuit asfar as thesemaphore relays,source of supply, and primary relay armature areconcerned. The secondary re-v lay arrangement between semaphore'station700 and the preceding one 600 190116 'WhlCll islthought to be the mostpractical of the two. In this case we have all the advantages of aparallel connection of the two semaphore relays with reference to .thesource of supply without the disadvantage of an additional battery toenergize the'secondary circuit relays. In this caseit'will be noticedthat battery 86- supplies current to operate the secondary relay circuitas well as the primary relay circuit, the secondary relays beingconnected in parallel with reference to the source of supply. With thisarrangement or that indicated forstations 800 and 900 in case one ofthe'semaphore relay circuits becomes open for any reason, it is the onlyone aifected. With this arrangement it is evident that any number ofsemaphore stations may be operated si- ,multaneously from the sameprimary. circuit relay. Thus the system adapts 1tself admirably to awide range 'of track the operating requirements of the road.

Figs. 27 and 28 indicate the relative positions of batteryreversing'semaphore stations at the beginning, intermediate stations,and end of a trackisection signalized by secondary relay controlledsemaphores. It will be noticed that the relative arrangement of primaryrelay battery 21, reversing switch 180 and semaphore station are thesameas indicatedin-Fig. 1 for the more simple arrangement. At station 100the primary relay controls the semaphore circults direct. At stations600 and 700, however, the semaphore positions are controlled by simplerelays which in turn are controlled by the differential relay in theprimary relay circuit located mid-way between the semaphore stationsnear battery reversing switch 680. At the end of the signalized tracksection the arrangement of semaphore statlon and battery reversingswitch isthe sameasat the end of the section indicated lnF 1g. 1.. Thesecircuits are complete in every detail and will serve to show theelectrlcal connections required not only 'forthe intermediate stations,such as 600, 700, 800,

900, 1000 and 1100 of Figs. 25 and26, but also the connections requiredat the ends of such a ,signalized section. 1 I

To be effective, a signal systemof this nature must be capable ofinteracting with control circuits which may be independent of the slgnalsystem proper. For instance, 1n the case of moving track sections, suchtioned. Figs. 29 and 30 show a signal systcm in whichthe semaphores arecontrolled semaphore requirements made evident by ;.7O

as draws, turntables, or switches, it is necesi sary that when thesepartsare in a dangerdirectly by the differential primary circuitrelayszat stations 1 100 and 1500, then by means ofsimple secondaryrelays-at stations 1600 and 1700. The two different signal circuit.arrangements are included to show the flexibility of this methodofinteraction with additional 1 control circuits. Fig. '29 shows a liftin a raised position. It will be noticed that semaphore stations 1500and 1600 indicate; danger. The carshown appreaching Ythis lift willbestopped at'station 1500 should it attemptv to pass inspite of thdangerxindication. Should the "car now moving towards station 1700attempt to back into the o'penfliftyit will'bestopped at semaphorestation 1600 although in backing itwould actuate battery reversingswitch 1640 which might be expected to operate semaphore 1600 to theclear position. It will be noticed, however, in tracing the electricalcircuits or semaphore stations 1500 andj1600, that an additional relayhas been provided at each of these stations. Th coils of these relaysare included in acircuit consisting of a separate and independentbattery 1852 of the closed circuit type, wire 1851, switch 1850, wire1848, switch 1817, Wife 18 16,'relay coil 1845, wire 1855, relaycoil 1851 and wire 1853. This circuit is normally closed when the track section'is in a safe position and the locking device closed, for then switch1850. and switch 1817 are both closed. In case either one of these arenot in a iullyclosed position, the circuit just described will be openand relay armatures 1542 and 1642 will provide a circuit through thesemaphore operating motors which will in all cases give a dangerindication of the semaphores regardless of the position of the primarycircuit relay as shown at station 1500 or the secondary circuit relay asshown at station 1600. A careful tracing of the circuits at thesestations will show that in either case the relays used ordinarily tocontrol the semaphore arm positionsare efi'ective in the circuit onlywhen the auxiliary circuit relay armatures are in the raisedposition,corresponding to aclosed auxiliary control "circuit which isenergized continuously when closed by a battery of the closed circuittype previously referred to as 11852. It is evident that in case thiscircuit is interrupted in any way, due to failure of the circuit closingswitches 1850 or 18457, breakage of the line wires or other accidentalor intended openings 'in the circuit, thesemaph ore stations under thecontrol of this circuit, no, matter what their number, will "atonce'indicate danger, thus reducing to aminimum any uncertainty in theoperation of such an important addition to the signal circuits proper.It is evident that any number of circuit closing switches, which must beclosed in order to indicate a safe condition of the track section, maybe inserted in this circuit, any one of which is as eiiective as thothers in controlling the semaphore station operations, therefore, in-

isuring that everyitem which is supposed to be operated to give thissafe "condition to the tracksection is in the required position beforeclear signals can be obtained at the -semaphore stations on either sideof the movable track section.

Obviously, changes in the details of construction can be made within thescope of the following claims.

Whatfwe claim as new, and

Letters Patent, is:

desire to protect 1. n automatic signal system for railways comprising aseries of semaphore arm signals disposed along the track of saidrailway, local circuits for each of said semaphore arm signals, primaryrelay circuits provided with simple and differentially wound relays forcontrolling said local circuits, a series of batteries for said primaryrelay circuits disposed at selected points along said railway, motorsprovided with limit switches for actuating said semaphore arm signals,switches o'peratively connected to said batteries, and means provided onthe cars of said railways for engaging said switches and reversing theterminals of said batteries whereby said motors will be started and saidlimit switches will be caused to automatically break the circuit to andarrest said motors and provid circuits through the motor windings uponthe completion of the new position of the semaphore arms whereupon whenthe original relay connections are made said motors will return thesemaphore arms to their original positions and cause the said limitswitches to be returned to their original positions.

2. In combination with a car an automatic signal system and train'st-opfor railways comprising a series of semaphore signals disposed along thetracks of said railways and provided with impact members controlled bythe clear and danger signals of said semaphores, emergency switchmechanism provided on said car for actuating said car brake mechanism,local circuits for each of said semaphore signals, primary relaycircuits provided with simple anddifferentially wound relays forcontrolling said local circuits, a series of batteries for said primaryrelay circuits disposed at selected points along said railways, motorsadapted "to actuate said semaphor signals, switches operativelyconnected to said batteries and impact members provided on said car forengaging said switches and reversing the terminals of said batterieswhereby said semaphore signals will be actuated to register the clearordanger signals, and whereby said emergency switch mechanism will beactuated by the impact members provided on said semaphores should saidcar attempt to pass said semaphores whenset at the danger signal. Y

Signed us at Seattle, VVashing'ton, this 29th day of May, 1918.

ROBERT ROCKWELL. I ERNEST G. HOWE. Witnesses a I R. J. Cook, D. C.'KUHNS.

